Marine-turbine installation.



C. A. PARSONS, S. S. COOK & R. J. WALKER.

MARINE TURBINE INSTALLATION.

APPLICATION FILED SEPT. I8. 1915.

1,296,Z1 O. Patented Mar. 4,1919.

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AMP/ways C. A. PARSONS, S. S. COOK & R. JJWALKEH.

MARINE TURBINE INSTALLATION.

APPLICATION FILED SEPT. \8, 1915.

Patented Mar. 4,1919.

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C.A.Pans:ons, S. J' P JR. e7. Walker,

c. A. PARSONS, s. s. COOK & R. J. WALKER.

MARINE TURBINE INSTALLATION.

APPLICATION 'FIILED SEPT. 18. 1915.

Patented Mar. 4,1919.

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MARINE TURBINE INSTALLATION.

APPLICATION FILED SEPT. 1B. 1915.

Patented Mar. 4,1919.

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C. A. PARSONS, S. S. COOK & R. J. WALKER.

MARINE TURBINE INSTALLATION.

I APPLICATION FILED SEPT. 18. 1915.

Patented Mar. 4,1919.

7 SHEETSSHEEI 5 CLU TCN Bom WAJ 5 C. A, PARSONS, S. S. COOK & R. J. WALKER.

MARINE TURBINE INSTALLATION.

APPLICATION FILED SEPT. 18. x915.

Patented Mai. 4,1919.

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MARINE TURBINE INSTALLATION.

APPLICATION FILED SEPT. l8, I9l5. 1,296,210. Patented Mar. 4,1919.

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CHARLES ALGERNON PARSONS, STANLEY SMITH COOK, AND ROBERT J OHN WALKER, OF WALLSEND, ENGLAND;v SAID COOK AND SAID WALKER ASSIG-NORS T0 SAID PARSONS.

MARINE-TURBINE INSTALLATION.

Specification of Letters Patent.

Patented Mar. 4, 1919.

Application filed September 18, 1915. Serial No. 51,496.

To all whom it may concern:

Be it known that we, the honorable Sir CHARLES ALGERNON PARSONS, K. O. 13., STANLEY SMITH CooK, and ROBERT JOHN TVALKER, all subjects of the King of Great Britain and Ireland, and residents of Turbinia Vorks, Wallsend-on-Tyne, in the county of Northumberland, England, have invented certain new and useful Improvements in and Relating to Marine-Turbine Installations, of which the following is a specification.

The present invention relates to marine turbine installations, having two or more shafts of the kind inwhich a cruising turbine, coupled'to one propeller shaft, exhausts to a main turbine coupled to another propeller shaft. 7

Various arrangements of main and cruising turbines have been proposed with the object of obtaining an economical and satisfactory combination of units for both full power and low power conditions.

For example, it has been proposed to couple through hydraulic transformers a single main turbine to each of two or more propeller shafts, and to couple to certain of the shafts in addition cruising turbines through mechanical gearing, the whole being so arranged that at cruising speeds a cruising turbine coupled to one propeller shaft exhausts to the main turbine coupled to another propeller shaft, the main turbine on the shaft driven by the cruising turbine being rendered inoperative.

Again, in the British specification No. 25651 of 1909 an installation is proposed in which a cruising turbineis provided on each propeller shaft operating through gearing. At cruising power the live steam first passes through the cruising turbine and then exhausts to the main turbine operating on the same propeller shaft. This arrangement has the disadvantage that it is necessary to have a cruising turbine operating each propeller shaft, in order to avoid idle propellers at cruising speeds. Also, a large number of units are employed at a low. speed, and the efficiency is consequently low.

In the British specification No. 804: of 1913, an arrangement is proposed in which each or some of the propeller shafts is provided with an independent set of cruising turbines operating through gearing, the main turbines and gearing being'inoperative With this arrangement the disadvantage arises that at I cruising powers either some of the propellers must be idle or a cruising turbine set must be provided on each shaft, thus increasing the number of units and gearing and also thereby lowering the efliciency.

The object of the present invention is to provide an installation in which all the propeller shafts-are driven with the smallest number of complete steam units at low powers so that the turbines and gearing are arranged so as to employ the most efficient type of turbine machinery for full power conditions, while there is obtained for'cruising conditions a combination of turbines of high efliciency in which the cruising turbines are provided only on some of the propeller shafts, while only some of the main turbine units are operative, and power is maintained on all the propeller shafts.

The present invention consists in a marine turbine installation of the kind indicated, in which each propeller shaft is connected to a main turbine set comprising high and low pressure turbines, and certain of the propeller shafts are also coupled through me chanical or other transmission gearing to cruising turbines, the arrangement being such that under cruising conditions a cruising turbine coupled to one propeller shaft exhausts direct either to the high or the low pressure turbine connected to another propeller shaft, whereby all the propeller shafts can be driven with a minimum number of main turbines in operation.

The invention further consists in a marine turbine installation of the kind indicated in which at low power live steam cruising turbines of one or more propeller shafts are arranged to exhaust direct to low pressure stages of main turbines of one or more of the remaining shafts, and in which high pressure stages on those same remaining shafts are fed with exhaust steam from auxiliary machinery and arranged to exhaust to said low pressure stages.

The invention also consists in a marine turbine installation of the kind indicated in which at low power live steam cruising turbines of one or more propeller shafts are arranged to exhaust to high pressure stages of main turbines on one or more of the remaining shafts, each such high pressure stage he ing also fed With exhaust steam from aux- V iliary machinery and adapted to exhaust to a low pressure; stage on the same shaft.

The invention further consists in the improved marine turbine installations hereinafter described.

Referring to the accompanying diagrammatic drawings Figure 1 shows the arrangement of a twoshaft installation embodying the present invention;

Fig. 1 shows asimilar arrangement with auxiliary machinery from which the exhaust is led to the high pressure turbine.

Fig. 2 shows an alternative arrangement in which the exhaust of the cruising turbine connected to one of. the shafts is taken direct to the low pressure turbine connected to the other shaft;

Fig. 3 shows a three-shaft installation in which a cruising turbine drives the center shaft;

Fig. 4 shows a three-shaft installation in which a cruising turbine drives each of the wing shafts;

Fig. 5 shows a two-shaft installation with a low pressure turbine mounted directly upon each of the shafts and a high pressure turbine connected by gearing to each of the shafts;

Fig. 6 shows a similar installation to that shown in Fig. 5 but with the cruising turbine driving through double reduction gearing;

Fig. 7 shows a three-shaft installation similar to that shown in Fig. 3 but having the low pressure turbines mounted directly upon the propeller shaft.

Fig. 8 shows a three-shaft installation similar to that shown in Fig. 4:, but in which the low pressure turbines are mounted directly upon the propeller shafts.

Fig. 9 shows the high pressure turbine and low pressure turbine with means for lead ing steam to the high pressure turbine from the exhaust of auxiliary machinery.

Fig. 10 shows means for leading exhaust steam from auxiliary machinery to the high pressure turbine when steam is also supplied from the main steam pipe and the cruising turbines.

In carrying this invention into effect according to one form and as applied to a two-shaft installation (see Fig. 1) each of the propeller shafts 1 and 2 is provided with a high pressure turbine H H and low pressure turbines L L respectively, preferably connected to their respective propeller shafts through gearing 4e and 5. To one of the propeller shafts there is also applied a cruising turbine C.

Thecruising turbine C is preferably connected to its propeller shaft by engaging its pinion with a gear wheel 7 attached to the pinion shaft of a main turbine.

Clutches are provided between the cruising turbine gear wheel and the main turbine pinion, and between both the main turbines of that particular shaft and their pinions. These clutches are marked 8 and 9 and 10 respectively. 7

At full power the cruising turbine clutch 8 is disengaged and the two main turbine clutches 9 and 10 on that shaft are engaged. Live steam is admitted by the conduits 11, 12 to the high pressure turbines of each main turbine set and passes by the conduits 13 to the low pressure turbine and then to a condenser 21. At full power the installation thus comprises an independent set of main turbines on each propeller shaft. With such an arrangement when cruising, the cruising turbine clutch 8 is engaged, and the clutches -9 and 10 of the main turbines on that propeller shaft are disengaged. Live steam is admitted to the cruising turbine by the conduit 15, the exhaust from which 85 passes either by the conduit 16 to the high ressure turbine H as shown in Fig. 1, or y the conduit 17 to the low pressure turbine L of the main turbine set upon the other propeller shaft (see Fig. 2) or suitable stages of this set.

It will be understood that when cruising the supply of steam by the conduits 11 and 12 is cut oil. When the exhaust of the turbine O is taken to L as shown'in Fig. 2, and when no auxiliary exhaust is admitted by the conduit 18, as hereinafter described, a clutch 25 may be disengaged to cut out the turbine H 7 From this it will be seen that one of the 100 propeller shafts is driven by the cruising turbine, while the other propeller shaft is driven by the main turbines taking the exhaust from the cruising turbine.

It will be understood that for a four-shaft installation the disposition of parts above described may be duplicated.

In Fig. 1 the turbines are arranged in a similar manner to that shown in Fig. 1, and an additional turbine 51 is illustrated supplied with main steam by the pipe 52 and exhausting through the pipe 18to the high pressure turbine H As illustrated the auxiliary turbine 51 drives a dynamo 53.

The arrangement of the high pressure turbine steam inlets may be as shown in Fig. 8 in which the exhaust from the auxiliary ma chinery enters by the pipe 18 and the main steam by the pipe 11, steam from the cruising turbine being led to the low pressure turbine by a pipe 54, or the auxiliary steam supply may be admitted by a pipe 53 as shown in Fig. 10, the steam from the cruising turbines being by the pipe 54 and main steam by the pipe 11, all opening into the same chamber 56. e V

In an alternative arrangement the same disposition of parts may be employed and when cruising the exhaust of the cruising turbine is taken t0 either the high pressure or low pressure turbine of the main turbine set upon the shaft not driven by the cruising turbine, as shown in Figs. 1 and 2, and exhaust steam coming from auxiliary machinery is led by the conduit 18 to a suitable stage in the high pressure turbine H of this main turbine set.

In a further alternative form as applied to a three-shaft installation (see Fig. 3) main turbine sets comprising hligh pressure turbines H H H and low pressure turbines L L L are connected by gearing 4, 5, 6, to each of the three shafts 1, 2, 3, and to the center propeller shaft a cruising turbine C is connected in the manner indicated in connection with the first described modification.

Clutches 9, 10 and 8 are respectively provided between the low and high pressure turbines L H and the center propeller shaft 2, and between the cruising turbine C and the center propeller shaft. At full power the cruisin turbine is disconnected, and the main tur ines of the center shaft connected to this shaft, and live steam sup plied to the high pressure turbines of each set by the conduits 11, 12, 19. Under these conditions each of the shafts 1, 2, 8, is driven by an independent main turbine set. For cruising, the high and low pressure turbines H L on the center shaft 2 are disconnected from and the cruising turbine C connected to the shaft 2 by means of the clutches 9, 10 and 8. Live steam is admitted to the cruising turbine by the conduit 15, and its exhaust is divided and delivered to either the high pressure turbines or low pressure turbines on the wing shafts. In Fig. 3 the exhaust is delivered by the con duits 17, 17 to the low pressure turbines Auxiliary exhaust steam may, if desired,

be supplied by the conduit 18 to suitable stages of the high pressure turbines H H upon the wing shafts with either of the cruising turbine exhaust divisions indicated in the preceding paragraph.

In a further alternative arrangement as applied to a three-shaft installation (see Fig. 4:) a similar arrangement of main turbines may be employed as has been indicated in connection with the last described alternatii e form (Fig. 3), with the difference that no cruising turbine is applied to the center shaft, but a cruising turbine C C is applied to each of the wing shafts. In such an arrangement under cruising conditions the main turbines upon the wing shafts are disconnected by the clutches 9, 10, and the cruising turbines upon the wing shafts connected by the clutch 8. Live steam is admitted to each of the cruising turbines by the conduits 15, and their exhaust is taken by the conduits 17 to the low pressure turbine L of the center shaft.

In some cases the cruising turbine exhaust may be taken to the high pressure turbine H In either case, auxiliary exhaust steam may be admitted by the conduit 20 to the high pressure main turbine I-I upon the center shaft 2. a 7

Under cruising conditions the main tur bines which operate the shafts provided with cruising turbines are clutched out of gear, and astern turbines are in some instances preferably [provided only on the other shafts, to the main turbines of which the cruising turbines exhaust, and such astern turbines are preferably incorporated in the casing of low pressure turbines. Thus, under all working conditions the low pressure turbines which contain the astern turbines are operative and consequently are always warmed up. It should be understood, however, that astern turbine may, if desired, be provided in conjunction with all the propeller shafts.

The cruising turbines preferably operate through double reduction gearing as described, in order to save weight, and also to provide a simple arrangement for cutting out the cruising turbines and gearing at high power conditions, but single reduction gearing may in some cases be employed.

If the cruising turbines, operate through independent gear wheels, it is preferable to disconnect the gear wheels of the turbines not in use, as well as the turbines.

In all cases both the low pressure and high pressure turbines may be coupled direct to the propeller shaft.

Fig. 5 shows a two-shaft installation in which low pressure turbines L L are mounted directly on each of the shafts, and high pressure turbine H H,, are geared by the gearing 4:, 5, to each of the shafts. The cruising turbine C drives through single gearing on to the shaft 2.

At full power steam is admitted by the conduits 11, 12, to the turbines H H and passes from them by the conduits 13 to the turbines L L The clutch 8 is disengaged and the clutches 9, 10, engaged at full power. When cruising, the clutch 8 is engaged and the clutches 9, 10 and 25-disengaged, conduits 11, 12 and 13 are closed and steam admitted by the conduit 15 to the turbine C, the exhaust from which passes to the turbine L by the conduit 17. Auxiliary exhaust may be admitted to the turbine H by the conduit 18, in which case the clutch 25 is engaged.

Fig. 6 shows a similar installation to that just described but in which the turbine C drives through double reduction gearing.

Fig. 7 shows an installation similar to that shown in Fig. 3, but having the low pressure turbines mounted directly on the propeller shafts.

Fig. 8 shows an installation similar to that described with reference to Fig. 4, but having the low pressure turbines mounted directly upon the propeller shaft.

It will be understood that where necessary the usual self-closing valves are provided to prevent a flow of steam in the return direction when working at high powers, and that suitable clutches in addition to those described may be provided to permit the disconnection of any of the turbines.

In those forms in which the exhaust of the cruising turbine is taken direct to one or more low pressure main turbines, and in which auxiliary exhaust steam is admitted to the high pressure turbine of the same set, a further advantage under cruising conditions is gained, in that a large range of expansion can be utilized in the cruising turbine in which, on account of its high speed, a high efficiency can be maintained through a large range of expansion, and at the same time full use is made of auxiliary exhaust steam in themain turbines.

It will be understood that the auxiliary exhaust steam may be admitted to any stage of any of the operative turbines, although its use in the high pressure main turbine conduces to an equal development of power on all shafts. I

By-passes may be provided as required, so that the auxiliary exhaust steam may be adapted at such a stage of a high pressure turbine as to utilize its energy to the fullest extent.

The principal advantages obtained by the above described arrangements are that with a highly eflicient type of turbine machinery for full power, there is at the same time provided an arrangement for low power conditions which gives high efiiciency and in which power is maintained on all the propeller shafts.

A further advantage gained is that at low powers only the condensing plant of the operative main turbines is in use, in consequence of which the consumption of live steam by the auxiliaries is reduced.

We claim- 1. A turbine installation of the class indicated including a plurality of main turbine sets comprising high and low pressure stages, a propeller shaft for each set, a plurality of cruising turbines connected to certain of said shafts, means for exhausting the cruising turbine of one shaft directly into one of the pressure stages of the main turbine set of another shaft at cruising speeds, auxiliary steam machinery, means for exhausting steam from said machinery into the high pressure stages and means for exhausting steam from said high pressure stages to the low pressure stages.

2. A turbine installation of the class indicated including a plurality ofmain turbine sets comprising high and low pressure stages, a propeller shaft for each set, a plurality of cruising turbines connected to certain of said shafts, means for exhausting the cruising turbine of one shaft directly into the high pressure stages of the main turbine set of another shaft at cruising speeds, auxiliary steam machinery, means for exhausting steam from said machinery into the high pressure stages and means for exhausting steam from said high pressure stages to the low pressure stages.

3. A turbine installationof the class indicated including a plurality of main turbine sets comprising high and low pressure stages, a propeller shaft for each set, a plurality of cruising turbine elements connected to certain of said shafts, and means for exhausting the cruising turbines of one shaft directly into one of the pressure stages of the main turbine set of another shaft at cruising speeds, as set forth.

4. A turbine installation of the class indicated including a plurality of main turbine sets comprising high and low pressure stages, a propeller shaft for each set, a plurality of cruising turbine elements connected to certain of said shafts, and means for ex hausting the cruising turbines of one shaft directly into the low pressure stages of the main turbines of another shaft at cruising speeds, said high pressure stages being rendered inoperative, as set forth.

In testimony whereof, we have aliixed our signatures.

CHARLES ALGERNON PARSONS; STANLEY SMITH 000K. ROBERT JOHN WALKER,

Copies of this patent may be obtained for five cents each,oby addressing the Commissioner of Patents,

Washington, D. 0. 

